Robert Moses - End of The Moses Era

End of The Moses Era

Moses's reputation began to wane in the 1960s as public debate on urban planning began to focus on the virtues of intimate neighborhoods and smallness of scale. Around this time, Moses also started picking political battles he could not win. His campaign against the free Shakespeare in the Park received much negative publicity, and his effort to destroy a shaded playground in Central Park to make way for a parking lot for the expensive Tavern-on-the-Green restaurant made him many enemies among the middle-class voters of the Upper West Side.

The opposition reached a crescendo over the demolition of Penn Station, which many attributed to the "development scheme" mentality cultivated by Moses although the impoverished Pennsylvania Railroad was actually responsible for the demolition. The casual destruction of one of New York's greatest architectural landmarks helped prompt many city residents to turn against Moses's plans to build a Lower Manhattan Expressway, which would have gone through Greenwich Village and what is now SoHo. This plan and the Mid-Manhattan Expressway both failed politically; to this day, only the Trans-Manhattan Expressway, which now carries Interstate 95, built in 1965, goes through Manhattan. One of his most vocal critics during this time was the urban activist Jane Jacobs, whose book The Death and Life of Great American Cities was instrumental in turning opinion against Moses's plans; the city government rejected the expressway in 1964.

Moses's power was further sapped by his association with the 1964 New York World's Fair. His assumption of aggregate attendance of 70 million people for this event proved wildly optimistic, and generous contracts for Fair executives and contractors did not help the economics. His repeated and forceful public denials of the Fair's considerable financial difficulties in the face of the evidence eventually provoked press and governmental investigations, which eventually found accounting deceptions. In his organization of the fair, Moses's reputation was tarnished by his disdain for the opinions of others, his high-handed attempts to get his way in moments of conflict by turning to the press, and the fact that the fair was not sanctioned by the Bureau of International Expositions (BIE), the worldwide body supervising such events. Moses refused to accept BIE requirements, including a restriction against charging ground rents to exhibitors, and the BIE in turn instructed its member nations not to participate. The United States had already staged the sanctioned Century 21 Exposition in Seattle in 1962. According to the rules of the organization, no one nation could host more than one fair in a decade.) The major European democracies, as well as Canada, Australia and the Soviet Union were all BIE members and they declined to participate, instead reserving their efforts for Expo 67 in Montreal.

After the World's Fair, New York City mayor John Lindsay, along with Governor Nelson Rockefeller, sought to use toll revenues from the Triborough Bridge and Tunnel Authority's (TBTA) bridges and tunnels to cover deficits in the city's then financially ailing agencies, including the subway system. Moses opposed this idea and fought to prevent it. Lindsay removed Moses from his post as the city's chief advocate for federal highway money in Washington.

But Moses could not so easily fend off Rockefeller, the only politician in the state who had a power base independent of him. The legislature's vote to fold the TBTA into the newly-created Metropolitan Transportation Authority (MTA) could technically have led to a lawsuit by the TBTA bondholders, since the bond contracts were written into state law and under Article 1, Section 10 of the U.S. Constitution states may not impair existing contractual obligations, and the bondholders had right of approval over such actions. However, the largest holder of TBTA bonds, and thus agent for all the others, was the Chase Manhattan Bank, headed then by David Rockefeller, the governor's brother. No suit was filed or even discussed. Moses could have directed TBTA to go to court against the action, but having been promised certain roles in the merged authority, Moses in turn declined to challenge the merger.

On March 1, 1968, the TBTA was folded into the MTA and Moses gave up his post as chairman of the TBTA. He eventually became a consultant to the MTA, but its new chairman and the governor froze him out - the promised roles did not materialize, and for all practical purposes Moses was out of power.

Moses had thought he had convinced Nelson Rockefeller of the need for one last great bridge project, a span crossing Long Island Sound from Rye to Oyster Bay. Rockefeller did not press for the project in the late 1960s through 1970, fearing public backlash among suburban Republicans would hinder his re-election prospects. While a 1972 study found the bridge was fiscally prudent and could be environmentally manageable, the anti-development sentiment was now insurmountable and in 1973 Rockefeller canceled plans for the bridge. In retrospect, NYCroads.com author Steve Anderson writes that leaving densely-populated Long Island completely dependent on access through New York City may not have been an optimal policy decision.